Electrically pbopelled and controlled railway system



HU man LWP-.Y SYSTEM'.

ELECTRICALLY PRPELLED ANL- CUNTROLLEU RAL APPLICAHON m20 OCTv 24, :912.

SES

l wxTNEs G. P. THURBER. ELECTRICALLY PRQPELLED AND mmmom H/'ULWAY SYSTEMAPPLICTlON HLEU (H1124, H112.

5 SHEETS-SHEET ATTORNEY G. P. THUBBER. I ELECTRICALLY PROPELLED ANDCONTROLLED RAILWAY SYTEIVL APPLICATION FILED OCT. 24 !9I2.

Paened Aug. 22, N116,

. 5 SII "T5-SIHH 3.

INVENTOR Pfg. f

wn-Nssses ATTORNEY Patented Aug. 22, 1916.

5 SHEETS-SHEET 4.

G. P. THURBER.

APPLICATION FILED @(11.24, I9I2.

ELECTRICALLY PROPELLED AND CON-TROLLED RAILWAY SYSTEM.

INVENTOR y f J BY/Qwm/ ATTORNEY G. P. THURBER. ELECTRICALLY PROPELLEDAND coNTRoLLED RAILWAY SYSTEM.

APPLICATION FILED OCT. 24, 1912. 1,195,534.

5 SHEETS-'SHEET 5.

Patented Aug. 22, i916.

onirica. 'y

GUY 1. THURBER, OF PITTSBURGH, PENNSYLVANIA.

ELECTRICALLY Pt-OPELLED AND CONTROLLED RAILWAY SYSTEM.

Specification of Letters Patent.

Patented Aug. 22j, 1916.

Application led October 24, 1912. Serial No. 727,502.

T o all lwhom it may concern.'

Be 1t known that I. GUY P. THURBER, a

citizen of the United States, and a resident of Pittsburgh, in thecounty of Allegheny and. State of Pennsylvania, have invented certainnew and useful Improvements 1n .Electrically Propelled andControlled-Railway Systems, of which the following is a specification.

The present invention relates to an electrically propelled -andcontrolled railway system, and its object is to exercise a control overthe train by means of an electric train controlling circuit, in vsuch amanner that the current of the propulsion and train controlling circuitswill not interfere witheach other.

By the above system, the train is propelled .and controlled absolutelyby normally closed electric circuits and any failure of these circuitswill operate to control the train.

The amount of control exercised by the train `controlled railway system,embodying the invention.

Fig. 2 is a diagrammatic view showing a more complete form of traincontrolling` circuit. Fig. 3 is a vertical sectional view o'f thecut-out valve. Figs. 4

`and 5 are horizontal sections on` lines i-i and respectively of Fig. 3.Fig. 6 is a detail view partly in section of. parts of the air brakesystem and train controlling circuit, showing the relation between thetwo, with the parts in the normal running position'. F ig. 7 yis aviewsimilar to Fig. 6 showing the parts in the `position they occupy whenthe automatic control is cut out. Fig. 8 is a detail view of the cut-outrvalve as shown in Figs. 6 and 7 with the parts in the restoringposition. Fig. 9 is a detail view of the connection between cut-outvalve 43 and the air brake system. Fig. 10 is a fdiagi-am of the trackwiring that may be utilized in connection with the inventlon. Figs. l1,12P and 13 are diagrammatic views of the trucks 14 and 16 and theirposition at various stages in crossing the insulated section.

Similar characters of reference indicate corresponding parts in theseveral views.

The general features of the invention can best be understood bylconsidering the diagram Fig. l.

The two trucks 14: and 16 there represented indicate a train 1 whichmay/consist of one or more cars. 2 is a conductor along the line of Waycarrying the propulsion current. This propulsion current may be of anycharacter, such as a single phase` alternating current, butin the formhere shown it is intended to carry a direct current received from` thesource 100. The rails 63 and 64 of the traflic track form the returnpath for the propulsion current and one of the Poles ofthe generator 100is suitably connected to the said rails. f

The propelling mechanism on the train may receive this current in anysuitable manner. For instance the conductor 2 may be a third rail andthe train may have a contact shoe in engagement therewith in a wellknown manner, but in the preferred embodiment of the invention theconductor 2 is a trolley wire supplying the trolley 3 on the train withpropulsion current.

The propulsion current may be utilized in any suitable manner to propelthe car. In the form here shown-a motor 4 is'connected to each axle andin circuit with the trolley 3 by means of the conductor 5 and thecontroller 6 and leads therefrom to be more fully hereinafter described.

Carried on the train is a train controlling or indication circuitnormally charged from a' suitable source of supply furnishing a currenthaving a different characteristic frcm that of the propulsion current.Thus if the propulsion current'is a single phase a direct current, thetrain controlling cirture. Preferably a part of the propulsion jcurrelitmaybe utilized after modifyingit f to f ive'it aldiifferentcharacteristic;

of thef'co'nductor 8.

nqtliea form shownla rotary transformer 7;,is carried by the train andis supplied Withv currentl from the lpropulsion circuit by means lAnother conductor 9 leads from the rotary transformer 7 to one of thetrucks 14 Where it is grounded. Themodified current produced by thetransformer 7 is then taken Vfrom the collector rings 10;and utilized inafter described;

The tra-incontrolling 'circuit may `of course take many forms,'.a.ndfmaycomprehend va plurality ofsubsidiary circuits or a single circuit, andmaybe used for the purposer of indication or train control or both.

In one, of the preferred lforms shown in Fig..1,fthe rotary7 transformer7 feeds the primary. 11 of a transformer. The secondary y12 of this sametransformer is connected -byineans iof a conductor 13 to one vset oftrucks-114 .of the train, the current from thencepasses through thetraiic tracks 63 and 'A64 to another set of trucks 16 insulated at 15from the body of the train.

Fromthe truck 16 extends a conductor 17 to f the armature 18, and fromthe latter a con-A y 'ductor 19 tothe circuit breaker 2O respon- L siveto the trainv controlling circuit and normallyenergized thereby. Fromthence the` path is through' conductor 21" back to the secondaryv 12.The circuit ljust described may be ytermed the main circuit and i `inthis instance, is to control its -function the;v circuit binturn,controls a subsidiary circuit pres- `ently to be described..When' -the circuitl breaker 20 isdee'nergized -it also breaks its 0fown; circuit by the dropping of armature 18.

is a circuit'breaker controlling the armal tuj're 32 in the propulsoncircuit conductor4 5;,and normallyheld energized by means v offcurrentreceivedl from1 the transformer 7 4by'fm'eans of conductor 26,armature27, conductorf28, conductor 33, conductor 340011- cli|1cto1"'-29, armature 30 and conductor 31.

` Av"The armatures 27 and '30, as shown,'are

'se i under the'contr'ol ofthe circuit breakerv- 20,

and, When the latter is denergized bytherupture of the main circuit,the.l armatures I v27 and 30 drop --thereby breaking the subsidiarycircuit just `-described Vand den'er--. gizing the circuit breaker 32.`'lhis-causes -Any suitable means' maybe provided for restoring the`broken circuits, but -invj the present instance there is provided aVconductor',58 connected to the conductor'19 atone- 'end' andterminatingat its V'other end inthe the manner hereinreaker 20, which latter then,

circuit. l t jumper' cir-cult 101y arou-nd'the insulation.y 65,

through `whichl `the' train .controlling circuit contact 57.Leadingifrom the conductor 13 is a conductor'r59 terminating-jin.acir'cuit' t Y closer. 5'6` normallyheld out'of engagement 1662*. lVhenthe circuit closer is brought into. engagkmientv With the contact 57'thefols` f l lowing l restoring circuit is establishdg,

From thefsecondary12 of the trans'former,

to conductor-13, to conductor 59, to circuit closer 56, tocontact 57 ,toconductor 58, to conductor 19,- to circuit breaker 20, toconductor21,^back to secondary 12. Theestab? 'i lishing of thiscircuitwill energize the 'circuit breaker'20, and Willcause it to pickup,

' armatureslS,v 2,7 and 30 thereby reestablish- .ing its own circuit andthe circuit ,throughVVV the circuit. breaker A32, unless there is abreak-down in the'system or unless otherV A conditions preventit,` 1inWhich` case the cir.-v v1l w85 In orderito control the-train'controlling cuits will be broken again.

'circuitinsulated ,sections 142qare provided f in the traffic tracks 63and-'64 dividing said tracks into 'block se'zctions.l` By'this mea-nsVthe train controlling circuit, which is normally completed through thetraiiic tracks,

may be ruptured,- and thel train controlled..

ineachblock' A, In' order -to` permit the Vfree passage off the' trainpropulsion current, and to 'permitthe' completion" of the traincontrolling circuit when the train passes overv the insulatedsecytion142l when there is no other .train Within the danger zone, paths areprovided-'around the insulated section forthe propulsionand' icocontrolling circuits.v These-:paths shou d bev of suchy a nature thatthe controlling circuit may be ruptured without breaking-the:path y forthe propulsion .current-. And. the path for the propulsion currentshould beof 'suchf a naturenthaQ-fwhile it will' permit the passage ofthe. propulsion-current it Will pre-` vent the `completion of 'thertrain controllinglAccordingly thereis provided a will be' normallycompleted, and an: impedance V66 bridges :the insulated 'section'.142,

Vwhich limpedance constitutefsa pathforv the 'propulsioncurrent, butWill-'not ypermit fthe liis passagethrough it. of the trainvcontrollingfwilll et. `course;- vfary k'to )sui-t different cur- -rents employedf Ifthe propulsion currentalternating' 1 or pulsating currents, v theyandthetfain- Vcontrolling' current were both Wouldxvaryin' theircharacteristics by having 'a different.'frequencyor otherwise,` and thevimpedance' 66 Wou1d be. constructed accordingly-toj permlt current of,one' charac-` teristicto'passaandto.prevent currents have' l ingfadifferent*"characteristic from passing.

In-"the present. instance lwe havesta'ted that f the. -propl'ilsion'`current lis a direct current,

and ilit 'tbc/current of'the trainfcontrolling A unless the jumpercircuit 101 is complete.

vAny suitable means mayvv be employed for breaking the jumper circuit101. 1n the present instance., acircuit breaker 102 con trois the.armature 105 interposed in the conductor 101. So long as the circuitbreaker 102 is energized, the armature 103 will maintain the jumpercircuit 101 closed,

and will permit the. train controlling cir-f cuitV being completed.

f The propulsion current is led from the controller through conductors101 to the field windings 105 which are in series with the'armatures oitthe motors 1. The armatures of the motors 1 on the truck 11 are groundedon that truck by means of the corr -ductors106, 107. while the'armaturesof theV ,motors 1 on the insulated truck 16 are grounded either throughthe body of the train 1 or on the uninsulated truck 11 by means ofconductors 109, 110, and 108 and impedance 111. 1t will be noted thatthe motors 1 on the truck 10 are below the insulated portion. of thattruck.. and in orderto prevent the t'ain controlling circuit frompassing around the insulation 15, it is necessary to use an impedance`111. rthis impedance 111 connects two trucks spaced apart in thedirection ot' the length of the train, and vis connected to theinsulated `truck 16 at a point below the insulation 15. Bythis means thepropulsion current returns freely to ground from the motors 1 on theinsulated truck 16, while completion of the train controlling circuitthrough this ground circuit is prevented. 1t will be obvious that, itlthe train controlling circuit should be able to pass around theinsulation v15, or across from one truck to another, without goingthrough the track. there would be no way of rupturing said traincontrolling circuit when a broken juniper circuit -is reached. Theinsulation 15 there- Afore constitutes a means for forcing the traincontrolling circuit through the tratic. track and jumper circuit, andthe impedance 111 constitutes a means tor `grounding the propulsioncurrent on another-.truck (11) while preventing` the completion ot thetrain contre-lling circuit through the ground conductors for the motors.Again the Field 105 and armature windings ot the motors 1 torni asutiicient in'ipedz'uice toprerent the current ot the train controllingcircuit from passing 'up through the conductors 101.

1n lfigs. 2 to 9 inclusiye'is shown a more comprehensive torni of traincontrolling circuit. "fhe propulsion circuit andthe paths tor thepropulsion circuit and train controlling circuit around the insulationinthe track having been previously described, it

is unnecessary7 to repeat the samehere,v except incidentally. i

rilhe train 1 has an insulated truck 16 and an uninsulated truck 11 asbetere, and receives power from the conductor 2, through trolley 3 andconductor 5 to the controller.

(not shown). The rotary converter 7 receives current from the trolley 3through conductor 8 and is grounded by means ot conductor 9. T is theeld winding ot the rotary transformer 7. The modified current is takenfrom the collector rings 10.

' The rotary transformer T feeds the primary 11 oi a transformer. Thesecondary 12 of this same. transformer isy connected by means ot theconductor 13 to one set ot trucks 11 of the train, the current fromthence passing through the tratlic track to another set of trucks 1G`insulated from the body of the train. From the trucks 16 extends aconductor 1T to the armature 18, and from the latter a conductor 19 tocircuit breaker 20 which is responsive to the current of the 'traincontrolling circuit and is normally energized thereby. v From thence thepath is through conductor 21 to the plate 22 which is insulated bothfrom the trucks 16 and the bolster and thence yby means of conductor '21back to the secondary 12. The

circuitjust described is to control the cir-v cuit breaker 20, whichlatter then, in turn, controls subsidiary circuits presently to .bedescribed. The circuit breaker 20 also breaks its own circuit by thedropping ot armature 1S.

is a magnet Valve normally energized by the rotary transformer 7 bymeans of a circuit normally held closed by the circuit breaker20. rThiscircuit consists otl the conductor 2G, armature 27, conductor 28,'mag-lnet yalye 25. conductor 29, armature and conductor 31. It is obviousthat, when the vcircuit breaker 20 Ais deiinergized by the rupture otthe main circuit, the armatures 27 and 30 will drop, thereby breakingthesubsidiary circuit and denergizing the magnet valve 25. This magnetyalye controls the air brake system in a manner to be presentlydescribed.

1n multiple with the subsidiary circuit just described is an auxiliarycircuit which normally energizes a circuit breaker 32 normally holding'the propulsion circuit closed. This auxiliary circuit is formed by theconductors and 31 branching ott' from the conductors 2S and 29. Ittollows, from what has been described, that, when thecircuit breaker `20is denergized and the subsidiary circuit is broken by the dropping 'ofarmatures 2T and 230, the circuit breaker will be denergized. therebydropping the arniat-ure32a and the supply ot propulsion open position.

current ,to the controller will be stopped. 1t will be observed,however, that the supply of current to the rotary transformer 7continues uninterruptedly.

The train circuits described may control the air brake system in anysuitable manner and may be utilized to give either a service applicationor an emergency application or both. In the preferred embodiment illusntrated an emergency application is given.

In the lpresent instance the brake vtem is controlled as follows: Themagnet valve 25 is normally held energized.l as previously described,and when energized attracts the armature 35. This latte: is connected bymeans of the stem 36 te :W0 Valve members 37 and 33, the toi-mer-wontrolling the inlet port 39, and the latter the outlet port 40. Theparts are so nffed that when the member 3T is in its closed aosition,the member 38 is in its open position. and vice Versa. The inlet port 39is in communication with some part of the air brake system. such as theemergency pipe by means of the pipe 42, out out 'valve 43 an. duct 44.Intermediate the valve member 3i' and 38 is a port 45, which by means etpipe 46, is in communication with the chamber 4T et the automatic brakevalve 48. This latter provided with a Valve member 49 in the casing 50,which valve member 49 controls the exhaust 51 and is normally heldclosed by the piston 52 connected by means of stem 53 to said member 49.A spring 54 opposes the action of the piston 52. The casing 50 is incommunication with the pipe by means of the cut-out valve 43 and pipe55. Normally the cut-out valve 43 ,is in the position shown in Fig. 6and air under pressure is admitted by means of ports' 43a and 43o bothto the magnet valve 25 and to the casing 50. The magnet valve 25normally holds the member 38 in its closed position and the member 37 inits open position. Air under pressure therefore normally travels throughthe port 39, past member 37, out through port 45, through pipe 46 andacts against piston 52 to overcome the pressure ot the spring 54 and tohold the member 49 in its closed position.v

Should the magnet valve 25 become deenergized trom any cause, such as bythe rupture of the train controlling circuit, the spring 35a willmovethc stem 3G and the member 3 7 Will be moved to its closed position,shutting off supply from the pipe 41, and the member 38 will be moved toits The air willthereitore exhaust from the chamber 47 through pipe 46,past member 3S and out through port 40. The spring 54 will thereforeexpand and permit air to escape from pipe' 41, through duct 44, valve43, pipe 55, ci sing 50, past valve 49 and out through exhaust `5l..there by applying the brakes in a nell known manner. By turning thecut-out valve '43 into the position shown in Fig. 8 the supply et airfrom pipe 41 is shut ott to the exhaust 5l, and the air is supplied to'the magnet valve through port 43". 1t' it is desired to cut out theautomatic application Vof the brakes altogether, the Valve 43 may beturned: into the position shown in Fig. 7 Where supply oit air is cutott both from the exhaust 51 and magnet valve 25` v It is obvious fromthe foregoing, that turning the valve 43 into thev position shown .inFig. 6 will not, et itself, energize the magnet valve 25. Therefore somemeans must be provided for restoring the broken circuit. These means maytaire many forms but in the preferred embodiment herein disclosed theyare as oliows: The .falve 43 carries a 'circuit closer 56 which isnormally open but is brought into engagement with 'the contacts 57,1when the valve 43 is turned into the position shown in Fig. 8. Thecontacts 5T are connected byI means of the conductor to the circuitbreaker 20, and by means otl the coi.. victor to the condiictor 13.1`l,When the circui closer 56 is therefore brought into engagenn'nt withthe contacts 57, the following restoring circuit will be established:

V llrom the secondary 12 of the transformer,

through conductor Il, conductor 59, circuit closer 5G and contaets'l",conductor 58, circuit breaker 20, ,conductor 21, plate 22, conductor 24,to secondary 12. The establishing of this circuit Will energize thecircuit breaker 20, and Will cause it to pick up the armatures 18, 27and 30, thereby establishing the circuit through the magnet valve 25,unless there is a break-down in the sysp tcm or unless track conditionsprevent it, in

Which case the circuits will be broken again.

rlhe port-S143a and 43b and the circuit closer 56 are so positionedcircumtcrentially with respect to each other that, when the circuitcloser 5G is brought into engagement with the contacts 57, (Fig. 8) theport 43b will connect the duct 44 with the pipe 42 and air willtherefore be admitted to the chamber 47 ot' the automatic brake valve 43by *Nay ot'the magnet valve 25,`which`lat ter is energized by theclosing et the restoring circuit to permit this action to take place.This has the effect ot closing the ralve member 49. It will be observed,howeter, that when-theport 43b is inthe position shown in' Fig. 8, thepipe is not in connnunication with the duct 44, and the exhaust ot airwill cease. After the magnet valve 25 is renergized and the valve 49 isclosed, the parts will again assume the position shown in Fig. 6 bymeans presently to be described and air will then again be admitted tothe pipe and easing 50 of the automatic'bralie valve. I

The cut-out valve 43 is preferably of the following construction: Thealve .member incase.;

43 has a stem 61. Carried by this stem is `the circuit closer 56. Aspring 62 normally tends to turn saidstem 61 so as to move the ports 43aand 43.b into the position shown in Fig. 6. 112 indicates a segmentcarried by the stem 61, said segment having the segmental slot 113'provided. at one end with a narrow neck portion 114 and a lockingaperture 115. 116 is a plunger of a diameter equal to the width ci theslot 113 and equal to the diameter of the locking aperture 115. Thisplunger 116 has a stem 117 of a diameter equal to -the width of the neckportion 118 kis a spring :normally Itending to hold the plunger 116 inits uppermost posi'- tion and in the plane or". the slot 113. l/Vhen thevalve member 43 is turned to restore the circuit through the magnetvalve 25 (which may be done by means of a` key or wrench fitting overthe squared end 119 of the stem 61), the movement will continue untilthe shoulders 120 of the segment 112 at the neck portion 114-come incontact with the plunger 116. This will bring the ports into the po`sition shown in Fig. 8. When the key is -removed from the squared end119 the spring 62-will snap the ports back lnto the osition shown inFig. 6. Should it be del'sired tov cut out the automatic control of thetrain,the plunger 116 is depressed until the stem 117 is in the planeo1' the slot 113, when the valve 43 may be turned until the stem 117enters the locking aperture 115. By releasing pressure upon the plunger116, vthe spring 118 will bring said plunger into the plane of thelocking aperture 115, and the spring 62 can no longer return the portsto their original position. l/Vhen the valve 43 is thus locked in thelocking aperture 115, the ports 43zt and 43b will occupy the positionshown in Fig. 7, whereby air will not flow either into the pipe 42 orpipel 1n addition to this, the circuit closer 56 is out of engagementwith'the contacts 57. TWhen the valve 43 is therefore turned part way,the restoring circuit is completed through the magnet valve 25 and airis adinltted to the said magnet valve, and thence to the -chamber 47 ofvthe automatic brake valve 48, and when the valve 43 is turned anotherdistance the restoring circuit is no longer completed through the magnetvalve 25 and air is cut olf both from the chamber 47 and casing 50 ofthe automatic brake valve. -The train will then be under the control ofthe engineers brake valve (not shown) in the usual manner.

The wires 58 and` 59 for the contacts 57 may conveniently be carriedinto the casing of the valve 43'tlirough conduits 200.

. If the insulation between the plate 22 and the bolster 23 should breakdown, the following circuit Awould be established: From secondary 12 toconductor 13, to the top plate of train 1 connecting the trucks 14 and"stations would localize thev trouble to the truck 16, and the defect inthe system could be readily found.

The oregoing describes a preferred arrangement of the train circuit partof the invention. XVe shall now give a description of the track circuitpart of the invent'ion.

1n Fig. 10 is shown an arrangement of circuits to be utilized inconnection with the track construction.v The rails 63 and 64 aresectionalized by insulation 65, and 140. These insulations 65 and '140form main blocks 141 and local blocks 142 as shown. The main blocks 141are provided with track circuits fed `from the secondary 125 by means ofconductors 126 and 127 The track relay 129 is connected to the track bymeans of conductors 131 and 132. The local blocks 142 are not chargedwith any current.

66 is an impedance forming a path around sion current. A path islikewise provided around the insulation 65 for the completion of thetrain controlling circuit consisting in instance of conductors 142', 143and ature 144. lVhile the jumper circuit only spans the insulation65,.it is in eiect also a path around the insulation 140 because onerail (63) ot' the local block 142 is shorter than the distance betweenthe two trucks 14 and 16, while the other rail (64) ot' the local block142 is longer than the distance `between said trucks, and the lengt".oi' one truck as 14 is less than the short "1l of the local block 142,as shown in the diagram Fig. 10, so that as long as the jumper circuitis not ruptured, the train controlling circuit will be completed whenthe train passes through the local block, and when the jumper circuit isbroken the train circuit will be ruptured. Y

The track relay 129, as here shown, controls the armature 144 in theline circuit 145 leading to the relay 93 one block station in rear, andthis relay controls the jumper circuit at that block station. The relay93 is normally .energisced by the secondary 146, and both secondaries125 and 146 are fed by the primary 147.

Vv'hat is claimed is:

1. An electrically propelled and controlled railway system comprising: apropulsion circuit passing through the train and completed through thetraiic track, a normally closed' train circuit having a current of adifferent characteristic from that of the propulsion circuit andnormally completed through the traflic track, a traiic track divided byinsulation, paths around the insulation for the propulsion and traincircuits to permit'the free passage of the propulsion current and topermit the completion of the train circuit when the train passes overthe insulation, Aand means for rupturing the path for the train circuitaround the insulation f y 2. vAn electrically propelled and controlledrailway' system comprising: a propulsion circuit passing throughj thetrain and completed through the traiic track, a normally closed tra-incircuit having a current of a Vdifferent characteristic from that of thepropulsion circuit and normally completed tiuf-ough the traflic track, atrafHc track divided by insulation, a path around the insulation topermit the completion of the train circuit When the train passes overthe insulation,.a path around the insulation to permit the free passageof the propulsion current and having an impedance to resist thecompletion of the train circuit, and means for rupturing the path forthe train circuit around the insulation.

.3. An electrically propelled and controlled railway system comprising:a propulsion circuit. passing through the train and completed throughthe traffic track, a normally closed train circuit having a current of adiii'erentcharacteristic from that of the propulsion circuit and.normally completed through the tralic track, a traiiic track` dividedby insulation, paths around the msulation to permit the completion ofthetrain 'circuit when the train passes over the 'msu-v lation and topermit the passage of the pro- 'pulsion current, an impedance in one ofsaid paths which permits the passage of current having onecharacteristic and prevents the passage of current having a differentcharacteristic, andmeans for rupturing the path for the train circuitaround the insulation.

4. An electrically propelled and controlled railway system comprising: apropulsion circuit passing through the train and completed through thetraiiic track, a normally closed train circuit having a current of adifferent characteristic from that of the lpropulsionI circuit andnormally completed through the'tralic track, atrafic track divided byinsulation, paths around the insulation for the 'propulsion' and traincir cuits to permit-the free passage ofthe propulsion'current .and topermit the completionl of the train circuit when the train passes overthe' insulation, and means-for preventing the completion Vof the train'cir-V cuit through the path for the' train circuit around theinsulation.

5. An electrically propelled and controlled railway system comprising: atrain havingv two trucks insulated from each other, prpulsion-motors onthe trucks, a propulsion circuit for said motors adapted to be'completed through the traiic track, a normally closed train circuithavingl a lcurrent of a di'iierent characteristic from that of thepropulsion current and normally completed through the trallic tracks, atraffic track diance in said last-mentioned path adapted to resist thepassage ofthe train circuit current ltherethrough.

6. An electrically propelled and controlled railway system comprising: atrain, a propulsion circuit passing throughthe train and completedthrough the traffic track, a normally closed train circuit having acurrent of a different characteristic 'Iom'thatr of the propulsioncircuit and normally com- Y pleted through the traffic track, a trailictrack divided by insulation, an insulated and an uninsulated truck on'the train, a motor insaid propulsion circuit on the insulated truck,paths around the truck insulation and around the track insulation forthe propulsion current, each containing an impedance-to resist the l'lowof the current of the traincircuit, and a path for'thetrain circuitaround the track insulation.

7 An electrically propelled and controlled .ond path for resistingpassage of the trainV circuit current therethrough, a path in thepropulsion circuit [for the propulsion currentfrom the motors on thetrucks to the Vtraiic track, extending around the insulation separatingAthe two trucks fromeach other,- and means inthe said last-mentioned pathadapted to resist passage of the train circuit current therethrough.

8. An electrically propelled and controlled railway system comprising,atrain having ...railway system comprising, a train having,`

tWo trucks' insulated *from each other, propulsion motors on the trucks,a propulsion circuit for said motors adapted to be 'completedithroughthe trafiic track, a normally Closed train circuithaviug a current of adierent characteristic from that of the propulsion current, said traincircuit being led to the two trucks so as to be normally `c0m pletedthroughv the trailic track, a tratlic trackv divided by insulation, a.path around the track insulation for. the train circuit, another patharound the track insulation for the propulsion circuit, means in saidsecond pathfor resisting passage of the train cir- 15 cuit currenttherethrough, a path in the propulsionl circuit for the4 propulsioncurrent adapted to resistpassage of the train circuit currenttherethrough, and means for preventing completion of the train circuitthrough the path for the train circuit around the track insulation.

Signed at Pittsburgh, in the county of Allegheny and Stateof-Pennsylvania, this 4th day-of October, A. D. 1912.

GUY P. THURBER.

Witnesses:

JOSEPH KNOX STONE, K. BRUTSCHER.

